![[MK3 Escort RS Turbo Series 1 Image]](images/rs-turbo-series1-01.jpg)
![[MK3 Escort RS Turbo Series 1 Image]](images/rs-turbo-series1-02.jpg)
1984 was a great year, for this was the year the first front wheel drive turbocharged RS was produced. It was also the fastest production RS so far and Ford Europes first production turbocharged car.
The car was based, like the RS1600i before it on the popular front wheel drive Mark III XR3i Escort.
For its day this was a remarkable car. A front wheel drive Ford car producing 132 bhp! This car could be purchased from any Ford dealer and would shame many a larger, so called fast car. Being turbocharged though the car did suffer from turbo lag, but after 3000rpm the power increased very quickly. From then on the engine went into self destruct mode, since being turbocharged it becomes a positive feedback system. Drivers had to be careful not to hit the rev limiter, set at 6500 rpm, in the lower gears. Another safety feature was the turbo over boost control. Maximum power was produced at 6000 rpm, while maximum torque at 3000 rpm.
The engine was based on the old faithful in-line 4 cyclinder 1600cc CVH SOHC (Single Overhead Cam Shaft) configuration, which had already been used previously in the Mark I XR2, Mark III XR3 and XR3i, and of course the RS1600i.
The engine retained the usual CVH 8 valve configured aluminium alloy head, although the compression ratio was lowered to 1:8.3, to be compatible with the turbocharger. This lower compression ratio was achieved by reducing the piston crowns. The valves were special sodium-cooled items and utilised hydraulic lifters, which ran from the single overhead cam shaft. Fuel injection was provided by a Bosch KE-Jetronic system.
The engine featured a Garrett AirResearch TO3 turbocharger boosting the already good CVH output power to 130 bhp. This turbocharger was located at the front of the engine, behind the radiator, of an already cramped engine compartment. The turbo was oil cooled and utilised a waste gate, actuated at 0.5 bar (7 psi) by a mechanical actuator. Due to the addition of the turbo the car developed a distinctive whistle as the turbo spinned up at between 3000 and 3500 rpm.
NOTE: For turbo longevity it is recommended that the RS Turbo along with all other turbocharged RS models run with fully synthetic oil. These types of oil give the necessary engine protection for the high temperatures attained in turbocharged vehicles. The following viscosity synthetic oils are recommended: 5w50, 10w40, 15w50, 10w60.
To cope with the extra power produced the engine also had uprated gudgeon pins and tapered secondary piston rings for improved oil circulation.
The engine featured an air to air intercooler located next to the radiator, the intercooler was used to reduce the temperature of the compressed air being fed to the engine. The air box used a conventional flat paper type filter.
The suspension was also uprated, with a separate front tie bars and anti-roll. The front springs were set at 98 lbs while, the rear at 102 lbs, using independent transverse arms. The dampers were Girling gas-filled monotube items front and rear.
The RS Turbo had great potential for tuning. The more common engine modifications were:
By increasing the boost pressure , using a modified actuator and a "chipped" Bosch/Motorola engine management system (to allow higher boost pressures), most tuners claim up to 175 bhp, (which is an increase of over 40 bhp on standard). To achieve more power than this the intercooling normally needs to be improved to stop the engine pre-igniting (pinking) or detonating (knocking) at the higher boost pressure. Also mechanical engine modifications are needed, including uprated head gasket to cope with any further increase in turbo boost pressure. It is also recommended that for tuning above this power level the brakes and suspension are similarly uprated.
The ignition system retained the standard end mounted cam mounted distributor, unlike the previously built RS1600i.
The car was originally only available in white, with the exception that one was produced in Black and two in Red by Ford. As with most of the XR and RS range these cars where all produced in Köln (Cologne), then West Germany. Althought made in Germany only RHD (right hand drive) UK models were ever produced!
The power was delivered via a 200mm diamter clutch to a Limited Slip Differential (LSD) to: 6J x 15 inch cast aluminium wheels and which were shod with either Michelin MVX 195/50 x 15 VR or Dunlop D4 195/50 x 15 VR low profile tyres. These alloys were a seven spoke design similar to the ones used on the RS1600i. The front suspension used a 18mm anti-roll bar. The rear suspension featured an anti-roll bar, which was also a first for a Ford Europe production car.
The LSD was a Ferguson-patented viscous coupling which had been previously developed for 200 bhp race works Fiestas! This made steering the RS much easier under full power in the lower gears.
Some of the standard Series I RS Turbo equipment included:
Colour coded aerodynamic spoilers front and rear, and side skirts improving the airflow over the vehicle.
Long range driving lights, mounted above the front bumper.
The interior trim was from the Ghia with the following changes:
Front Recaro (Monza fabriced) bucket seats, with adjustable head restraints and extending leg supports.
Three spoke steering wheel from the XR3i
The additional Custom pack included: Tilt and Slide FFSR (Factory Fitted Sun Roof), Electric windows, Central Locking, and Tinted Glass.
The Series I RS Turbo was produced until 1986, when the Ford RS Turbo Series II based on the new style Mark IV Escort replaced it.
FORD RS Turbo Series I UK price guide (Sterling)
Condition Excellent Good Average Sterling 5000 3750 2500
Note: The Series I RS Turbos where produced on B, C and D-registration plates in the UK.
For further details see Vehicle Registration Plate Guide.
The RS Turbo Series I was based on the XR3i and standard Escort Mark III of the time. Further details of which can be found in the Ford Escort 1981 Workshop manual.
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